Safeguard for automatic railways.



PATENTED 13, 1906.-

' B. F.`CARPBNTBR,'

SAPEGUARD PoR AUTOMATIC RAILWAYS.

APPLICATION FILED MAY12L1904M `RHNBWED JULY 7,1905.

6 SHEETS-SHEET 1.

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No, 315,320'. y

; 13.3 CARPENTER.. A

- SAPEGUARDPUR AUTGMAUG HMLWYS.

APPLICATION FILED MAY 12. 1904. EENBWED JULY 7,1905. l

PATRN'TRD MAR. 13, 1906.

R.4 F. CARPENTER, SAPRGUAR'D `PQR AUTOMATIC VRAILWAYS. R APPLICATION FILED .MAY 127. 1904. ENLWED JULY 7,195.

6 SHEETS-SHEET 34 A fifi@ ////////lr n zlq T Ilm fly/4;

NQ. 315,326. PATENT@ MAR. 13., 196e.

IB. infiamma-R. SAFEGUARD -FGRAUTOMATIG RAILWAYS.

A'PPLIOAEON FILED 'MAY l2. 1904.. RENWED JULY 7,1905.

No. 815,320. ,f n PATENTBD MAR. 13, 1906.

` g l B. P. CARPENTER.

SAPEGUARD FOR AUTDMATIG RAILWAYS.

APPLIGATIQN FILED MAY 12, 1904. BENEWED JULY 7,1905.

' e SHEETS-SHEET 5 FL' .18;

3. Q l" M PATENTED MAR.V 143; 1906.

l B. F. CARPENTER. l SAPEGUARD FOR AUTOMATIC RAILWAYS. APPLIOATION FILED MAY 12. 1904.. RENBWEVD JULYn 7,

6 SHEETS-SHEET 6.

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Tian, afcitizen of the Aso that any furtherl UNITED srArEs .FATENF oFFicE.

BENJAMIN F. CARPENTER, oF RosELLE FARE, rNEW JERSEY.

SAFEGUARD FORv AuToMATiQ aaiLwAYs.

Application died To @ZZ tch/om, it may concern.-

Be itknown that I, BENJAMIN F: CARPEN- 132 Chestnut street, Roselle Park,county of have invented certain new and useful improvements in Safeguards for Automatic'Railways, fully described and represented in the following specification and the accompanying drawings, forming a part of the same.

.The present invention furnishes various safeguards for use in automatic railways in which cars are propelled upon rails through a tunnel or pneumatic tube by a suitable motor agent and without any attendant. In such an automatic4 railway a branch track may be run through la branch tunnel into an 'open station and cars loaded and unloaded in such station and then. despatched by another branch track into the main tunnel. The invention furnishes means -for safely switching the cars automatically into the station, for arresting the cars when inthe station, and for preventing the despatch of cars to the ,main track when. the same is obstructed by a passing car. One of the safeguards comprises two shifter devices applied to a gate or door upon the tunnel, to a rail-switch or signal apparatus, or to any other movable appliance upon the railway and means actuated by the moving car when ance to initiate the movement of each shifter separately. The operation of either shifterv thereafter serves to move the appliance automatically, and the failure of either shifter is not sufficient to prevent the desired movement of the appliance.` A further safeguard is provided by automatic mechanism to lock the appliance when moved and to hold the same locked while the car-passes over a given sectionof the track, termed a dan'ger-section herein. The lock serves to hold the appliance from displacement by any following cars until the section gate or switch hasv been fully passed by each land all fof such cars. 1 Any accident arising from the contact `of a` succeeding car with a partially-moved or interfering 'switch or door is thus avoided, and the' lock thus operates torevent such accidents. In connection with the lock for such moving appliances the invention furnishes a controller applied to the shifter, which operates under ycertain conditions to disengage the shifter from the movement of thel appliance by such shifter is prevented until it is speeication orne-eters Fatemi.

May 12, 19,04. Renewed July 7,V 1905. Serial No. 268,735.

' safe to again move United States, residing at approaching such appliappliance to be moved,

Patented .Maren 1e, 1906.

the appliance, when the action of the controller is reversed by auto- 4maticmeans In the operation of an automatic railway the cars would be'normally despatched at suitable intervals to permit the safe operation of a switch or gate in connecf tion with such car before the switch or gate required to be lmoved again for the succeeding car; but the present invention furnishes means for holding the switch or gate inthe same position for the passage of a succeeding car if it approaches such switch or gate before they preceding car has left the dangersection. j y

The invention also includes yso-called accelerators, disposed at suitable intervals along the main tunnel to maintain the. required air movement in the tunnel for propelling the cars, suchaccelerator including a suitable air-blower having its inlet and outlet connected with the tunnel at separate points and a gate, which serves as an accelerator-valve, applied to the tunnel between such points to prevent the air from short-circuiting or moving from the outlet to the inlet of the blower. In connection with the accelerator the invention provides mechanism actuated by an a preachingV and receding car for automaticall;7 opening and closing the accelerator-gate. -The gate may be arranged to open `in either direction, but ispreferably opened away from the approaching car, and is thus held closed by the air-pressure. The gate is normally closed, exce passage of a car, and the a`cce crates -normally to accelerate the motion of A the air in the desired direction in the tunnel. A safety-pocket is provided to catch cars which become unsupported upon grades.

The invention will be understood by refer- Y' ence to the annexed drawings, in which- Figure l is a diagrammatic plan of a station, illustrating the invention. Fig. 2 is al lan of the arrester-tracks in thestation. ig. 3 is a longitudinal section of the arrester, taken on line 3 3 in Fig. 4. Fig. 4 is a plan of erator thus op- 'the arrester, andFig. 5 an endview of they -of the spring-plunger moved 4by the diat to permit the.'

operate-il byfthe alr-pressu're for ICO IIO

eiaaac `phragm for .pressingupon the gate.

Fig. 9

is a cross-section on ne 9 9 in Fig. 6,'showing valve. matic shifter-cylinders and pneumatic valve ,with solenoids for moving the same, the solenoids and armature being shown in section at their center line. Fig. 11 shows one corner of the car in end view with the car-wheel in section and ratchet mechanism applied thereto. Fig. 12 is a side view of the car with ratchet device. Fig. 13 is a plan of the ratchet device, upon a larger scale, with o ne ed e of the car-wheel shown'in sectionas wel as the bearing for the adjusting-bolt. Fig. 14 is a side elevation of the accelerator with the tunnel in section. Fig. 15 is a plan of the accelerator with the tunnel in section. Fig. 16 is a longitudinal section of the despatching-chamber. Fig. 17 is a horizontal section of the same, and Fig. 18 is a crosssection on line 18 18 in Fig. 14. Fig. 19 is a cross-section on line 19 19-in Fig. 16." Fig. 2O is a cross-section on line 20 20 in Fig. 16. Fig. 21 is a perspective view of the controller for the main-line switch. Fig. 22 is a sectional plan of the tunnel, showing a safetypocket. Fig. 28 is a plan,upon a larger scale, of one of the controllers for the station branch tracks. Fig. 24 is an elevation of the guardbar and solenoid with the draw-bar and shifter in section adjacent to the stud c. Fig. 25 is an elevation ofthe device shown in Fig. 23 with the parts in section where hatched at the center line of the shifter.

In Fig. 1, A designates the wall of the main tunnel, B, the main track therein. C designates the outlet branch tunnel, and D the receiving-track leading through the same into the station. C designates the inlet branch tunnel, and D2 the despatching-track therein. E, E, and E2 are arrester-tracks connected with the -receiving-track D by switches F and F. 'G designates vthe despatching-chamber upon the inlet-track D2. I-I are tracks for loading and unloading-and I are turn-tables connecting the various tracks. J is a gate at the mouth of the outlet-tunnel C. K is a gate at the receiving end of the despatching-chamber G, and K a gate at the dischargin end of the same'.

An acce erator is shown upon the main tunnel comprising a blower L, having inlet l and outlet m connected with the tunnel at adjacent points. Between such points a gate M is inserted inthe tunnel and is provided with means for automatically opening and closing thesame u on the approach and departure of a car. he accelerator will be described further in connection with Figs. 14

and 15.

The walls of the tunnels A, C, and C are shown in section, except where the mechanism is provided for opening the gates J and M. The cars move to the right in the tunnel A, as shown by the arrow and into and out of the tunnels C and C', as indicated by arrows x. A switch N2 connects the trackrails B with the branch C, and a section of the rails, including the switch and. extending from 1 to 2, (past the junction where the inlet D2 enters,) forms a danger-section of the main track.

A section extending from 3 on the main track (preceding the switch N2) to 4 on the branch track D (beyond the outlet-gate J) forms a danger-section for cars passing into the station.

Two forms of double mechanism for actuating a switch or gate are shown herein, one for the switch N2, consisting of a tread-lever O with rock-shaft fu and connecting-rod to a shifterD for moving the switch mechanically and a solenoid P with a tread-lever I in the track preceding the track-lever O for shifting the switch electrically.

The shifter is shown in Fig. 21 combined with the devices termed a controllerf which are described and claimed in my application, Serial No. 207,551, filed May 12, 1904. In such controller the lock-bar a is attached to the switch and provided with notches c and a2 to receive a spring-latch Z4. A drawbar b is connected by slot and bolt b to the lock-'bar and provided with opposite inclines o', adapted to lift the latch when moved in either direction. A lever c is linked to the draw-banand provided with stud c', having a notch close tothe top at one side, and the shifter D has a slot h with knife-edge n at one end to engage the notch in the stud when the shifter is movedlongitudinally, (toward the left in Fig.21.) A spring f) serves to hold the shifter normally away om the stud. The shifter is guided*l upon pins j, having springs k", pressing it normally downwar and holding the knife-edge n in line with the notch in the stud. A Guard-bar d is arranged in uides obliquely ibeneath the shifter D an provi ed with a slot e, and the guard-bar is fitted between the lever c and the shifter and provided with wedged surfaces d', which operate to lift theshifter with the knife-edge n. clear from the stud c when the guard-bar is pushed forward, as shown in Fig. 20. When the shifter is thus lifted, it may be reciprocated by its connections to the treadlever O without producing any effect upon the stud c or upon the connected switch, the spring p pulling the shifter back to its initial position (shown in Fig. 21) as soon as the car passes off ofthe tread-lever. In practice the tread-levers for different stations are arranged at diierent points in the width of the track and the cars are furnished upon one axle with an adjustable wheel, which may be set to press upon any tread-lever precedin the station to which the car is destined, an the wheel and tread-lever thus operate to switch the car to that station only.

IOO

IIO

' guard-bar disretracted.

To reciprocate the guard-bar, the solenoids N N operate upon an armature 1t, att-ached to theguard-bar, and the solenoid Niiscon nected by circuit-wires with the main-line rails at the point 3 preceding the switch, so

that the entrance cfa car upon the da ersection 3 -4 operates as 'soon as the switch as .been o en ed by the tread-lever O orsolenoid P to stach thegshifter` D from the lever c and draw-bar, and thus prevent any succeeding carfrom affecting the switch until the `This is effected by thesolenoid N', which is connected with sepv arate insulated sections (marked 7 upon the main rails and upon the` branch railsD, and the passage of a carwhen it reaches either of these sections retracts -the--guard-.bar to the position `shown in Fig. 21, which withdraws the wedges d from beneaththe shifter D and also reverses the position of the switchby the contact of-the slot e with the pino.

' v Fig. 21 shows the parts'in position at the lose of this movement,v which 'closes the switch again to the main rails, with the lockbar` a loc ed bythelatch Z4. The first move.-

ment of the draw-bar lb in either 'direction lifts the latch by the linclines o before moving'the lock-bar a. It will beobserved that the solenoid P, actuated by the .car throu h the circuit connections P2, is wholly' in ependentofthe tread-lever O andthe shifterk in its operation of'opening the switchn N 2', and ei'ther ofthese agencies is thus capable of opening the switch ifthe .other should fail.

A Vdouble security thusobtainedfor the .movement of the switch if a car is,y to be accident i to a second' car` by meeting this shiftershunted upon the branch track D', and the operation of the guard bar prevents lthe switch from .being moved if one car .is ,succeeded so quickly by another -as to prevent the. complete shifting of theswitch, so as to' despatch the cars in'dierent directions. Any

switchwhen partially opened or closed is thus Wholly prevented.

The devices for opening and closingv the gate J upon the branch tunnel C furnish another exampley of two agencies separately actuated for 'moving theappliance.y .The

means for actuating this gate is shown in Fig.

1 with connections adapted to operate in the. same manner as those'connected with they f 'gate M, (shown in Figs. -6 and 14,) where they gate is shown combined with a blower tov form a socalled y accelerator, and Fig. `6 will serve to show the operation of any ofthe gates. [For the gate J the movement of the gate-shifter is initiated `by suitable track fix tures actuated by a car approaching the branch tunnel C.

coupled to a bar R, extended through pneumatic cylinders 1" and 1 to be actuated by either of the pistons therein. C linderfvalves s s` are shown for supplying t e' air to actuate the v ture t2 and crank ofvalve s then remain sta-` crank mechanically.

In Fig. 6 the gate-hinge is' shown provided with an arm Q,

pistons, the crank of the valve s being connected'by a rod p to be pulled mechanically, as by connectionto a tread-lever or piston, and the-crank of the val-,ve s being actuated,

as shown in; Figs. 9 and 10, by a slot-bar'conf nected` lwith armatures t2 in `solenoids tt.

For this gate J the solenoids are shown in Fig. l'connected with the insulated sections Band 4 "of the track 'at opposite ends of the branch tunnel c, the solenoid, t operating when the car passes the section 3 to open the air-valve. y The piston in the cylinderr is thus actuated to openthe gate. The armav tionary until the car reaches the section 4 beyond the gate, when the solenoid t is actuL ated and the valve closed 'andI the cylinder 1" vented topermit the gate J to close. v The cylinder-valves sand s operate when closed to vent the cylinders 1" and 1l by suitable passages. Thev piston and cylinder 11 are yindependently actuated by moving the valve` sc .that if the electrical power should cease to 'In Fig. 1 a pneumatic cylinder 12 is Ishown With a valve 'v ad'acent to the rock-shaftc, which is actuate by the tread-lever O for reciprocating the 'shifter D. The piston-rod m5 y of the pneumatic cylinder is shown connected with a cord u, extended over pulley u to the valve of the cylinder 1I adjacent to the gate J, and a spring v2 is applied `to the piston-rod of forward. The tread-lever() opens the valve c, which permits air to draw the piston in the cylinder 112 backwardlyto open. the valve (represented at s in Fig. 6) which controls one of the.` ygate-openin means for o ening, theva ve s is also me* chanical and) independent of all electrical connections. Theswitches F F for the station-tracks E, E', and E2 are shown in Fig. 2

operate the apparatus will not fail of actua- I oo tion.4

:the cyllnder 1'2 to draw the piston normally iro Shifters. This provided with means for shiftin veach switch 1 zo to a reverse position after a car has passed over it, so that the cars are automatically' switched .alternately upon dierent tracks. v

`- The shifter would in practice be made with a .lock-bar and draw-bar, 'as described in con? r2 5 nectionwith j Fig. 21 yfor the switch N 2,' as shown in Figs.' 2 and 23, the draw-bar b be ing connected detachably with the armature b2- of twfo solenoids -R and It.

Insulated sections 8 and 9 are shown upon the tracks 13o points 1 and 2.` The despatch-chamber G' E and E2 beyond their point of crossing and are connected separately to the solenoids R and R', so that the passage of the car over either of such sections operates such solenoid and reverses the previous position of the switch. A car passing to the arrester E2 would when it reached the section 9 shift the switch to the section E, so that the succeeding car would pass on to the track E', where its contact with the section 8 would reverse the switch and throw it back to the track E2. To safeguard each switch, the armature b2 for the solenoids R and R is shown' in Figs. 23 and 24 attached to a shifter-bar D, carrying a stud c with notch upon one side. The draw-bar b has a slot tted to the stud and has knife-edge b4 at one end fitted to the notch in the stud. The draw-bar is hinged to a lock-bar a, attached to the switch, and its slotted end can thus be lifted from `the stud c, toward which it is normally pressed by spring p4. The guard-bar.l d is mounted -to carry a wedge d2, iitted between the draw-bar and the shifter D, and is attached to the armature d3 of a'solenoid D2, which is connected with the switch F.

When a car passes the switch, it energizes the solenoid D2 and draws the wedge forward,

which prevents the actuation of the switchF' until t e car leaves the danger-section.

If one car succeeds another closely upon the track G, the second car is prevented from colliding with a partially opened or closed switch, the only effect being that the two cars are shunted upon the tracks F instead of one. The shifter for the switch F is similarly safeguarded by a guard-bar and solenoids connected with the track-section 10 or 11. The normal operation of a car with either the switch-F or F to reverse the operation of -such switch is thus prevented in case the car is succeeded so closely by another as to rfperate the guard-bar.

e devices so far described relatefto the.

shunting of the cars from the main line or from any branch in the station, andcorresponding safeguards are provided to prevent t e despatch of any cars from the station into the main tunnel while any car is a proaching or passing the junction ofthe in et-track D2 and the main track B. Such safeguards are maintained by the circuit connections (marked P3) which extend from the point 1, (which in practice may be ei ht or ten hun'- dred feet lin advance of the inlet-track D) so that a car entering the main tunnel may not be reached by a car moving rapidly over the danger-section embraced between the (shown in Figs. 19 and 20) is provided with a downwardly-inclined track to carry the cars by gravity into the main tunnel and with an arrester or braking apparatus near the rails,

which operates by'contact with the bottom,

of the car or shoes thereon to stop any car which is running into such chamber. Such a Achamber is provided with gates K and K at opposite ends to introduce the cars without loss of air-current from the main tunnel, the arrester serving to catch the cars as they enter the chamber when the outer gate is open. The outer gate bein then closed, the inner gate K can be opene and the car despatched byV withdrawing the arrester. The withdrawal of the arrester is preferably e'ected electrically b connections with the opposite ends of the danger-section, (marked, respectively, 1 and 2.)

The arrester will-be described in detail in connection with Figs. 3 to'5 and is shown in Figs. 16 and 19 consisting of brake-bars S, tied together and slo ed downwardly at the rear end to receive t e car gradually. The bars are pressed normally u ward by springs S4,`which are sufiicient mere y to lift the bars and their framing, and a bolt 7c is provided to hold the arrester in an operative position. When the bolt is disengaged, the passage of an entering car presses the arrester down, so that the car can pass over it into the main tunnel without any material resistance. If the brake-bars of the arrester be held upward, the car is stopped and retained until the brake-bars are released, so that they can be pressed downward by the .weight of the car. The release ofthe brake-bars thus automatically despatches the car. An armature having slot-bar k is shown tted to solenoids k2 and k3, which are connected, res ectively, by connections Pa and P4 with insu ated portions of the main-line track at the oints 1 and2. (Shown in Fig. 1.) Thebolt 1s shown connected by rock-shaft m with a crank m2, which has a crank-pin fitted to the slot in the armature-bars, so as to be moved by the armature. The arrester being normally raised bythe springs S', the passage of a carat the point 1 energizes the solenoid'k2 and moves the latch or bolt k under'the arrester. The armatures are given a greater movement than is required for the bolt, and the slot in the armature-bar permits the armature to' acquire momentum before shifting the bolt.

The arrester remains locked or held in an operative position while the car in the main tunnel passes over the entire danger-section until it o erates at the point 2 to energize the solenoid 3, which reverses the movement of the bolt k and retracts it from the arrester. A car may thus be standing in the despatchchamber with the outer gate closed and the inner gate opened and be discharged automatically to the main tunnel as soon as the passing car has moved by the oint 2. The gates K and K are rovidedp each with a, pneumatic cylinder 1^ or opening it, and the cylinder-valves s for sup l ing air to these twov cylinders are provi e handle-bars er gate to be opened at pleas- IIO with separate ure, thejgate. being open to introduce a earV (shown at Vj andthen closedand the gateK opened to permitthe' despatch of the cai-.

,2 The accelerator, as shown in Figs. 14 and 1'5, includes a blower L, stationed at one. side f the tunnel A and having its suction-pasbetween the branch tracksfD and-"1D", but

may4 ,be located atl any suitable point in the tunnel, especially uponupgrades, where' the ears need the maximium o Ipressure to proel them against the resistance` ofthe grade. he acceleratoris preferably placed near stationsior-.eenvenience of observation, regulation, and maintenance;` but its .gate vrequires no commumcatlon with a station and v1s. not

i fied for *my Gers going to. a station, buf-only Fig'. 1 in connection with the gate M, but tread-v for cars passingintheinain tunnelfthey gatel being opened 4automatically upon the za proachof such carsand closed automatical y after their passage. `The means for openingand lclosingthe gate is initiated by alll carspassing the accelerator, the means` described 1n connection'with the gateJ being'suitable for moving the gate M, with which the same' In theprevious description 4the track-fixyond the gate' tothe lsolenoid t to reverse the o} )erationl of the same -valve and 1 vent the pneumatic cylinder, and thus permit the to close when .the carhas passed.

. `To afford double security, mechanical cony nections tothe valve ofthe cylinder r are der 1' in' Fig vwlien referring to the gate J.

Owing to the smallness of the scale, such connectlons .are not wholly reproduced in levers Q4 and P4 are shown ,to perform the same functions as thetreadlevers O and: 0. The mechanicaland electrical means for operating the gate thus insure its opening and'V closing byone oithe other of these agencies. The acceleratoris adapted to maintain Vthe movement of Acars in an endlesscjrcuit, and

thus obviates the necessity of introducing.v air at the end offa tunnel. v'Ifoifacilitate the -o enjing ofgates in the main tunnel where t e airfcurrentis activeandproduces a ositi ve pressure upon one side o vthe gate, furnlsh a passage at the side of the-tunnelwith links with a gateedge and is pressed normal shownconnected in Figs. 6,1 14,

gate

sert such assage an Aairplunger which tion'sid'e of the gate. vAs the air-pressure is relatively small, an air-plunger is most read--` ily made in they form of a flexible diaphra m. lw, (shownyin Fi s. Gand 7 connected y bolt w. The bolt is fitted to afsock'eton thesuction side of the gate ad'acent to its lower ly towardthe gate by the action of the diaphragmLf' IThe end'of the l bolt is preferably formed 'with a short coil or spring, as lshowniin4 Fig. 8, so 'that the gate may strikeitfwhen without concussion, and the diaphragm is so proportionedv as to balance the'chief part (or even more) of the airpr ssure upon the ifter in `the form of a sliding passes agate-v 'fter upon the negative' or sucgate, so that only its"weightor `a part of -its weight need be lifted yby the gate-shifting devices.. It willjbe noticed that l t `l'1 e' diaphragm adapts itself to' any variations of pressure which may exist upon the'outer or positive side of the gate, so

that when such pressure is diminished from any cause the action of the 'diaphragm to lift the gate is correspondingly diminished and the lifter is prevented from opening the gate,

nected with the vaccelerator is greatly facili-v tated by thus neutralizing the air# pressure g upon its positive sid-e, as it enables the mechanlsm to operate more promptly and with -less'strain and resultingwear and tear when actuated automatically.

which is not intended to be its operationv at IOO The arrester has been described in' connection with the discharging-'chamber G in'Fig.

16 and the'construction shown therein 'may be employed'- rwherever anautorn a t1c operat1on` ofthe arrester is desired, or the control of the arrester is governed by the movement of a carv upon y the track. The arrester may, however,

be controlled by the operator, or may be 'controlled partly by the opera-tor and partly 'by autom'atic devices, and an arrester of the lat# provided, the same as described for the cyline" tereharacter is shown vin Figs. 3 to 5. In tliese'iigures the brake-bars S are connected .by tie-bars s2, which it between the stringers A2 for the track-railsA.- A skid s3` is ar` rangedy to provide an incline at the rear end cars upon the-same. one end below the. level of the track or brakebars and restsat the other y'en'd'upon the brake-bars, `so ,esito rise and fall therewith. Lifter-arms M are'pivoted .beneath the brake# lIO barsand connectedby a linke", and a spring U is connected with' the lifter-arms to hola the brakeebars normally raised, so as to ar-` rest the car. Theforward ends of the brake bars vrest against j an abutment .UQ against whichthey can moveivertically when th'elifmatic cylinder V is shown, having its pistonrod V2 connected with the lifterarmsl to lower the same in opposition to the spring U, and the air-supply pipe for the neumatic cyhnder is provided with a valve 3, having a handle V4, which when pushed down, as in' Fig. 3, lets air into the cylinder and retracts the brake-bars. When pulled up, the valve vents the cylinder to the air. A latch o3 engages one of the tie-bars s2 when the brakebars are ermitted to descend b the operation of t e air in the cylinder 77, and the latch has a trip fu", projected in the path of the car-body V, as shown in Fig. 3, which throws 0H the latch as the car leaves the arrester, so that the spring U may reset the arrester foi` any succeeding car. The latch has .an arm connected by slotted link v5 with a lever which operates the valve V3, and when the car pushes back the latch v3 to release the arrester the link turns the valve to vent the pneumatic cylinder in case it has n t alread been dtne by the perat-r, thus removing the opp..siti-n t.) the spring U. The slot in ink v5 permits the cperatcr to vent the cylinder at any time.

The arrester may be lccated in any part f the tunnel where required.

YWhen inspection or repairs of the tunnel are required, the cars can all be removed into the various stations by concerted agreement; but in case any car through inadvertence remained in the tunnel it would, even if the f motor power were stopped, continue to move with hlgh velocity if on a .descending grade, and arresters would, therefore, be placed in such grades which could be erected when required and'by which any such car would be stopped. y

It is obvious that whenfcars are ascending a grade if the air-current shouldbeiit-ff'by any means they would tend to runbacl wardly upon the grade and cause an accident if brought into collision with other cars or stationaryl objects. To prevent such acci` dents, I furnish one of the car-wheels 12 u on each car, as'shown in Figs. 11 to "113 wit-'a ratchet 13 and a pawl 14, pivoted upon-the car-body and pressed normally into such ratchet by spring 15. The teeth of the ratchet are inclined to. sli past the pawl when the c'ar moves forwar l but to engage the pawl if the movement of the car is reversed, and the car is'thus prevented from running backwardly upon grades. Where a car thus tted enters avstation, it may be f necessary to move it backward and forward,

and I therefore provide the pawl with a bolt 16, extended through a bearing 17, with two sets of notches 18 of different depths upon its ends. The bolt has a button swiveled uson its end and provided with wings 19, a apted to lit the said notches. When the wings are set in the shallow notches, as shown in Fig: 13, the bolt is held outwardly and the pawl retracted from the ratchet; but when the wings are engaged in the deeper notches, as shown in Fig. 11, the pawl engagesthe ratchet.

An abutment-block 21 is provided at the side of the pawl to resist the thrust upon the same when the car moves backwardly. The' wheels of cars for o eration in a tunnel are preferably arrangedlbetween the sides of the car-body; but for convenience of illustration the car-wheel is shown outside of the body in Figs. 11 to 14. The relation of the wheel to the body is obviously immaterial to the operation of the ratchet.

-I have provided nearly every a pliance upon automatic railways with doubll means for effecting the safety of cars, and in addition to the ratchet upon the car-wheels I also provide upon all the downgrades of the systern safety car-pockets, such as are shown in Figs. 1 and 22, extended backwardly down t e grade. Such pocket consists of a short branch tunnel A3 at one side of the main tunnel A, having a track B3 therein connected with the main tunnel-track B by a switchtongue B", which is pressed very lightly against the main rails B by a s ring A4. Such switch-point projects forwardly so that all ,c'ars moving forwardly, as represented by the car-axle and arrow y, open 1t automatically and with inappreciable resistance, owing to the lightness of the spring. In case the aircurrent fails and the ratchet or pawl upon 'a cargives out when it is moving u a grade 1t would descend backwardly unti it reached one of the car-pockets, when it would be deflected into the same automatically by the spring switch-tongue B.

The branch tracks entering the stations would be formed with an upgrade to aid in Varresting the cars as they entered the station, and such safety carpockets would be applied to such station branches, so that inthe event of a car lacking sufficient speed to enter a station it would be pocketed, and thus prevent- .ed from collision with succeeding cars or backing down upon the main line and obstructing the saine. Such car-pockets may be used at times to accommodate repair-cars and workmen who enter the tunnels for various purposes.

A car running into a closed pocket of this IOO character would be arrested more or less by ."fail at vthe same time;

moved therefrom-A and restored to the main tunnelto be propelled whenthe air-current wasrenewed."

The car-:wheel ratchet and the safety `car- ,pocket `v`furnish a double protection to the cars when ascending grades, and either is capable of arresting the cars and preventing accident in case the-other should fail, While it is altogether. unlikely that both? vdevices should ThisV is` equally true of the 'double devices-provided for-actuating the various ap li'ances of the automatic railway', as `one o the devices may be operated mechanically' and fthe other electrically, so

lthat both are ntat' all likely tobe disabled from the same cause or to be put out of operation at thesame' time. 1

To, still further' guard l e K apneumatic railwayV from accidents mean'sis provided for detectling andrindiating any considerablefailure in the'air-current, especially atimportant grades and between stations. Sii-ch means-consists of an air-vane located `in an open vrecess upon thewall of the tunnel'and projected transversely to fthe receivingI 4a1r"' current and .pressed normally by a light spring toward anA .electrical contact adapted to yclose av circuit.

and ring a bell or otherwise give -an alarm in Such device 1s shown tended transversely tothe tunnel, but clear of the moving cars.'

Anielectric circuit is connected with the arm22 and with a contact-screw24, against which the'arm is pressed by the spring if the air-current fa'ils to. hold the vane extended'.

The spring is `adjustedto the pressure nor' mallyv required to operatethe cars, andthe circuit is yshownexten'ded'to a bell 25in the station, so as to ring the same if the aircur' rent' fails.l The 'contactandspring canfbe'* adjusted 'to give the alarmbefore the air-current has wholly stopped and' when it has diminislniedv toa point which renders itat all in eii'cie'nt, Vand the alarm. enablesv the operators toy ascertain the cause of the failure." The'f current would obviously fail in its normal power at any particular air-'vane eyenwhen the power which created the'current is fully maintained ifa car shouldthrough `any accident becomeblocked in the tunnel in the rear of such.airvane,`\ as it would obstruct the movement vof the air beyond'the car.

that the safeguards, or most of them, are'ofa general nature which canbeconnected with any movingappliance upon a railway to lsecure the operation of the same wlienrequired or near a station for convenience of observar suitable intervals along the =rnain tunnel whereverrequired *toV acceleratey or maintain the air-current.,` 'It may be used as an exclusive means to propel cars, or it may be used in combination with cars moved byother motor power for maintaining the air-current which necessarily moves `with thejcarsin a closed passage or tunnel."v 4 i. i Where cars are `moved byI other motive power than air, the application of an accelerator to the tunnel at intervals removes the resistance of the air from such cars/and thus greatly economizes the use of the other `mo. v 4tive power and liglitens thev installation upon each car for propelling purposes. y. f `The tunnel may obviouslybe double,l mak-- ing a continuous or return circuit, or it may be a single 'tubeopeniat the endsor a succession of such sin le or double tubes provided tion or regulationy and general maintenance. and, under certain-conditions of grades, for speeding the cars, but should #be placed at with suitable in ets and outlets, so that the y air is "allowedvto lmove and to be accelerated in its movements by the accelerator. It is understood that this inventionrelates towheeled cars which run upon rails, and such cars may obviously be propelled by a motor upon thev car. lWhere such motorcars--as, for instance,*electric 'cars-are used,`the ace celerator'Y may beemployed to conjoin an electric surface systeiln with a pneumatic tunnel system whenever required; The cars having e ectric motors torun upon surface tracks may then lberun directly into a pneumatic' tunnel and thef'propulsion assisted or replaced L,by the air-current which isfurnished` y the accelerators. The accelerators are also of great value'inv assisting cars up the grades in a tunnel and may be employed wherever elec-` IOO ytric cars are.run through atunnel to 'help Asuchv'ca'rs up the grade, andt'hus avoid the use of excessive motor power upon such cars.

the inf p e and a movable appliance, as a switch or gate From the above description it will be seen thereonfand a danger-sectionwupon the trackincluding such appliance, of two shifter devices v,operated automatically for shifting such appliance, andmeans actuated by the movin Lcar when upon such danger-se@ tion or'separately initiating the movement of the shifter devicesp'as and'ffor the purpose' set forth.

3. The combination ,with the'railwayetrack and amovableappliance, as 'a switch' or gate,

IIO

of two shifter devices for moving such appliance, said devices being operated by independent motor agencies, and means actzatedd by the moving -car for separately initiating the movementof such shifter devices, whereby the shifter devices are preserved from simultaneous disability.

4. The combination, with the railway-track and a movable appliance, as a switch or gate, of a shifter-bar connected with such appliance,l two shifter devices connected to the said bar, and means actuated by the moving car for separately initiating the movement of such shifter devices, whereby either device may operate the bar to shift the appliance as desired.

5. The combination, with the railway-track and a movable appliance, as a switch or gate, of a shifter-bar connected with such appliance., twoshifter devices, as pneumatic pistons and cylinders arranged in tandem upon such bar, and means actuated by the moving car for separately initiating the movement of such shifter devices, whereby either device may operate the bar to shift the appliance as desire 6. rlhe combination, with the vrailway- `track and a movable ap liance, as a switch or gate, of two shifterdievices operated automatically for shifting such ap liance, me-

chanical means, as a pull-rod an tread-lever actuated by the moving car, for initiating the movement of one ofthe shifter devices, and electrical means, as a magnet, circuit, and contact operated by the car for initiating the movement of the other shifter device. 7. The combination, with the railwaytrack and a movable appliance, as a switch or gate, of two shifter devices comprising each a pneumatic cylinder with piston attached to the said appliance, air-valves for supplying the cylinders, and means actuated by the moving c ar for separately actuating the said air-valves, whereby either piston operates to shift the movingappliance.

8. The combination, with the railway- `track and a movable appliance, as a switch or gate thereon, and a danger-section upon the track including such appliance, of two shifter devices o erated automatically for shifting such ap iance, means actuated by the moving car w en upon -such danger-sect1on for separatelyv inltiating the movement of such shifting devices,l and means actuated by the car upon'its passage from such danger-section to reverse the o eration of such shifter devices, whereby t e car is safeguardedwhile on such danger-section.

'9. The combination, with the railwaytrack and a movable appliance, as a switch or gate thereon, and a danger-section upon the track includingsuch appliance, of two shifter devices o' erated automatically for shifting'such app iance, means actuated by the moving car when upon such danger-section for separately initiating the movement of such shifter devices, means for locking the shifter devices after-'moving the said appliance, and means actuated by the car upon its passage from such fdanger-'sectiom to unlock the shifter devices and reverse the operation of such devices, whereby the car is safeguarded while on such danger-section.

10. The combination, with the railwaytrack anda movable a pliance, as a switch or gate thereon, and a (langer-section upon the track including such appliance, of a shifter-bar connected with such appliance,

two shifter devices connectedto the said bar,

means actuated by the moving carwhen upon such danger section for se arately initiating the movement of such shifter devices,

means for-locking the shifter-bar' after moving the said appliance, and means actuated by the car upon its passage from such dangersection to unlock the shifter-bar and reverse the operation ofthe shifter devices, whereby the car is safeguarded while on such danger-section.

11. The combination, with the railwaytrack and a movable appliance, as a switch or gate thereon, of a shifter-bar connected with such appliance, a pneumatic cylinder 'y and piston for moving such shifter-bar and appliance, a cylinder-valve for supplying such cylinder, an auxiliary pneumatic cylinder with auxiliary iston having its rod coupled by an extenderconection to such cylindervalve, and an auxiliary `valve for supplying the auxiliary pneumatic cylinder, with means actuated by the moving car for opening said auxiliary valve, whereby the motion initiated by the car may be conveyed for a great distance by the energy of the auxiliary pneumatic plston.

12. The combination, with the railwaytrack and a movable appliance, as a' switch 0r gate thereon, of a. shifter-bar connected ,with such appliance, two pneumatic shifterc linders with pistons connected to such s ifter-bar, separate air-valves for supplying the two shifter-cylinders, an auxiliary pneumatic cylinder with auxiliary piston having its rod coupled b an extended connection to one of such cy inder-valvesan auxiliary valve for the auxiliary cylinder, means actuated by the moving car for opening said auxiliary valve, and electrical means actuatedse arately by the moving car for operating t e valve of the other shifter-cylinder, whereby the failure. of either cylinder-valve does not prevent the shifter from operation.

13. In an automatic railway, the combination,- with the main track and an open station adjacent thereto, ofa branch track leading therein, several station-.tracks connected with the branch track by rail-switches, and means actuated by a car when directed upon each of the station-'tracks to automatically shift the switch of such station-track and di- IOO ITO

`rect any succeediggncarfto a ,ditferent stationtion, with ,the main track and an open -sta- .tion adjacent` thereto, of a branch track leadvingtherein', sevenal station-tracks connected with the branch track by rail-switches, an electrically-insulated dangerfsection embracing each ofsaid: switches, means actuated byV the lcar lwhen Vvdirected upon Veach of l the stationetracksftofsafeguardor lock the switchffrom displacementJ while on the dant geresection, f and means actuated by the car =7 upon leavingeach danger-section to auto-` matically shift they switch-of such stationlv-track, todire'ct anygsucceeding cary upon avdifferent station-track. 1

15. Inan automatic railway the combinau tion, withy the main trackand an open station .adjacent thereto, of a .branch track vleadin .-therein, several station j-'tracks connecte -With the branch track-by rail-switches, an

` electricallyfinsulated. dan er-sectiontern bracing each ofsaidswitc es, means voperated by the entering lcars for shifting the sev. eral switches and automaticall cars in successiony tothe ,di erent stationdirectingthe tracks, and electricmechanism actuated by tosuch station-track .and safeguardin such -fterrnedi-an'f arrester-sect1on, .of an arrester f .each car, as it enters the I danger-'section jofany station-track, for lockingv the switch car'and switch until the car be remove from t 16'. In an'automatic railway, the combinal` tion,-,.,w ith ai: given section of the track-rails f co mprising-y brake-barsheld.normally raised adjacent vto thetrack-rails and inclined down- Y wardly;` at the receiving end, a carfbody having brake-shoesfparallel with the track toen- .gageiasueh brake-bars, and means for lowering the brakebars whenthe car is brought'to rest.'v LI `17.` In an automatic railway, the combinav tion, with a' Ymain trackv and an open vstation ,fadjac'ent thereto,l land a branch track em- {Tployed-for receiving or des atchingcars, of

.4 tractably-adjacentto the-track-rails to arrest. l eA rake-'bars upon the branc track held `rethe carl by friction, a car-body havin brakeshoes to engage such brake-bars,an means for. retracting the brakeibars when the car is wardlyat-'thereceivin end yand havin a brought to rest, topermitthe removal ofthe car from the'arrester,

v m18. In an automatic railway, the combina-i.

ion,` withthe arrester-.tracksection and a (ar-body. having brake-shoes on the bottom arallel with the track, of'brake-barslocated-- spring and-connections or holding the bra -e bars normally raised in the path ofthe brakeshoes,"and .means'actuated'at the leasure of :the operator for 'lowering .the bra e-bars in oppositionf'to'the spring; z'

v adj acent thereto,

'y jacentto the track-rails andiinclined down-v In an automatic railway, the c0mbina. tion, with thev arrester track-section and a car-body having brake-shoes on the lbottom :parallel with the track, of `brake-bars locatedv adjacent to the track-rails and inclined downwardly at the receiving4 end, means for-holding the brake-bars normallyy raised in the fpath of the lbrake-shoes, a hand-leveractu ated at the r'pleasure of the 'operatorwith means for lowering thebrake-bars in op osiwhen thus lowered', and a trip actuated by .the car uponfleaving the arrester, tor releasel Y 20, In an automatic railway,the combina-, tion, with the arrester track-section and a 'car-body having brake-shoes onthe bottom parallelwith the track,of brake-shoes located wardlyatthe receivin end and havin aspring and connections or holdin the bra .e.-v bars normally raised in the ath 0I the brakeshoes, means actuated at t e pleasure of the o erator for lowering the brake-bars in o posltion' to the spring, and means actuate. by the car when -moved from such arrester sprnlg and permit lthe brake barsto rise again inthe path of the brake-shoes. y

21. .In an automatic railway, the combina- .tion, withy downwardlysinclined track-rails, of an arrester com rising brake-.bars sustained retractablya jacent tothe track-rails, Va car-bod with brake-shoes-a'da ted to en- .gage the v rake-bars, .and abolt or holding the brake-bars and vreset them for operation.

tracksection to remove the opposition to the the brake-bars normally raisedto retain the v tion to the spring, a lock'for the brake- 'ars` adjacent tothe track-rails and inclined 4downf IOC car upon such arrester-section at the pleaslIO 23. InA an automaticrailway, theconribina-Y Y tion, with a main track and an :open station with a dan er-sect'ion inthe main track adjacent to suc station, of a branch track' having]downwardly-inclined despatchingsection for despatching carsfto the main track, .an arrester held retractably in the path ofthe carsupon s'uch dischargingf .sect/ion, a yboltffor. holding the-arrester ijn op- -spective to projecti and retract the saidv bolt, `an connectionsperated respectively l.bycars enteringkand leaving the-dangersection, to'projectand retractthe bolt,and

:gicol erative osltlon, electric lmeans adapted rel track to automatically s and a gate within the branch tunnel forming a despatching-section between said gates, cylinders with 4pneumatic pistons for opening said (gxaltles independently, and hand-valves for a ,'tting air to such cylinders for opening the gates at pleasure. f

25, In an automatic railway, the combination, with the main tunnel and track and an inclined branch tunnel and branch track for despatching cars into' the main tunnel, of gates upon the branch tunnel inclosing a discharging-section, anarrester located between the gates, means for holding the arrester'in the path of the car to retain the car in such section, means for operating the gates independently, and means for releasing the arrester and discharging the car from such section.

26. In an automatic railway, thecombination, with the main track and an open station adjacent thereto, of a branch track leadin therein, several station tracks connected with the branch track by rail-switches, a cararrester upon each of the said station-tracks, and means actuated by a car, when directed u on each station'- track, to automatically s -the switch from such station-track and direct the succeeding car to a different station-track.

27. In an automatic railway, the combination, with the main track an'd an open station adjacent thereto, of a branch track leadin therein, several stationtracks connecte therewith by railswitches,l the retractable car-arrester located in said station-tracks,

means for holding such arrester normally projpcted in the path of the car, means actuated y a car when directed ,u on each stationthe switch from such station-track and'direct the succeeding .car to a different station-track, and means forv retracting the arrester when the car is brought to rest on'such station-track. 28. In an automatic railway, the combination,with the pneumatic tunnel havin a gate therein, and an air-passage in the wa of the tunnel upon opposite sides ofthe gate, of an air-plunger inserted-in such passage, a gatelifter adapted to -start the opening of the gate, and a connection from the air-plun er adapted to press such` gate-lifter normal against the gatewhenclosed, to partly or w olly balance the-pressure ofthe air therein. 29. In an automatic railway, the combination, with thepneumatic tunnel having a gate therein with air-pressure upon Vone side and suction upon the opposite side, of a diaphragm located in the wall of the tunnel upon the suction side, a passage leading from the outer sideV of the diaphra m to the pressure side of the gate, a sliding?) upon the suction side of t e gate and connections from the diaphragm for ressing the bolt normally toward the gate w en the diaphragm i's pressed toward the tunnel.

30. The combination, with a tunnel having track-rails to carry wheeled cars, of the accelerator comprising a blower with connections for drawin air from .and supplyinit to the' tunnel at' adjacent points, and a ackressure valve orA gate held normally closed in the tunnel .between said oints by the action ofthe blower, and opened only for the pas-l sage of cars.

31; In' an automatic railway, the accelera- `tor for the air-current, consisting of a blower having its inlet and outlet connected with the tunnel at adjacent points, and a gate in the tunnel between such inlet and outlet, with mechanism operated by a car approaching the gate to automatically open such ate.

32. .In an automatic railway, the acce erator for the air-current, consisting of a blower having its inlet and outlet .connected'with the tunnel. at adjacent ints, and a gate in the tunnel between suc inlet and outlet, a danger-section upon the track including such gate, and means actuated by the caron entering and leaving such danger-section, respectively, for opening and closing the said gate.

33. In an automatic railway, the accelerator'for the air-current, consisting of a blower having its inlet and outlet connected with the tunnel at adjacent points, and a gate in the tunnel between such inlet and outlet,

`two shifter devices for opening the said gate,

said devices bein operated by se arate motor agencies, a danger-section upon the track including such gate, and means actuated by the'moving car for separately initiating the movement of such shifter devices upon enterin the danger-section, whereby the disab' ity of o ne shifter does not disa le the gate.

34. In an automatic railway, theaccelerator for the air-current, consisting `of yablower having its inlet and outlet connected with the tunnel at adjacent oints, and a gate in the tunnel between suc inlet and outlet, a danger-section u on the track includin such gate, agate-s ter with means actuate by the movin car when entering such danger-section or automatically moving the shifter, means for locking the shifter when the gate is opened, and means 'actuated by the car upon its passage from such dangersection to unlock the shifter and close the ate. g 35. In an automatic railway, the combination, with the tunnel or pneumatic tube having track-rails to carry wheeled cars,.of`a

olt tted to press i IOO lIO

safety car-pocket at the sideof the same, the

branch trackfin such ocket connected With the track inthe tunne anda s ring switch-4 f car-pocket formed about such branch track,

such switch point' having a light spring to permit the passage of cars ascending the grade,

and adapted to deflect into theypocket any cars moving backwardly on the rade;

37. In an automatic railway, t e combination, With-a tunnel or neumatic tube having ,track-railstovcarry W eeled cars, of a safety car-pocket at the side ofthe same, the branch trac in such pocket connected with the track in the tunnel, and a s ring switch-` tongue adapted to deflect into th ally cars moving in the tunnel toWar such pocket', and the carocket having an arrester adapted to malleafrictional engagement With the car to bring the same to rest in 'the pocket.

.38. In an automatic railway, the combination,l `with the pneumatic tunnel having track-'rails to carrywheeled cars,l of the current-indicator comprising an air-vane arranged in the path ofthe air-current, a spring to resist the air-pressure and draw the airvane backwardly, and means connected With the air-vane for actuating an alarm When the vane is drawn by the spring from its normal position upon the diminution of the air-current..

39. In an automatic railway, they combination, With the pneumatic tunnel having track-rails to carry Wheeled cars, of the current-indicator comprising anI open vrecess in the side of the tunnel, an air-vane ivoted therein to stand normally in the pat of the air-current, a spring to resist the air-pressure and draw the alr-vane outof the current, and

an electric circuit and alarm actuated thereby,v with means connected to the air-vane for closing the circuit When the pressure diminishes and the spring moves the vane from itsl i normal position.

.In ltestimony whereof I have hereunto set my hand in the presence of tWo .subscribing Witnesses. l

` BENJAMIN F. CARPENTER. Witnesses:

L. I Tn'oMAs-S. CRANE. 

